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Danvers, Massachusetts

Downtown Area Traffic Management Report

June 2017

TRAFFIC STUDY

Downtown Area Traffic Management Report Danvers, Massachusetts

TRAFFIC STUDY

Prepared by: BETA GROUP, INC.

Prepared for: Town of Danvers, Massachusetts

June 2017

Downtown Area Traffic Management Report Traffic Study


i

TABLE OF CONTENTS 1.0 Introduction ................................................................................................................................ 1

2.0 Existing Conditions ...................................................................................................................... 1

2.1 Existing Geometry ......................................................................................................................... 1

2.1.1 Roadway Corridors ................................................................................................................. 1

2.1.2 Key Intersections .................................................................................................................... 3

2.2 Traffic Control ............................................................................................................................... 8

2.3 Traffic Crashes ............................................................................................................................... 9

2.4 Traffic Volumes ........................................................................................................................... 15

2.5 Observations ............................................................................................................................... 15

2.6 Existing Level of Service Analysis.................................................................................................. 20

3.0 Future Conditions ..................................................................................................................... 29

3.1 Future Traffic Volumes ................................................................................................................ 29

3.2 Future (2027) Level of Service Analysis ........................................................................................ 29

3.3 Future (2037) Level of Service Analysis ........................................................................................ 37

4.0 Conclusions ............................................................................................................................... 50

4.1 Options to be Considered as Potential Future Improvements ...................................................... 50



ii

LIST OF TABLES Table 1 – Crash Rate Summary ................................................................................................................ 9

Table 2 – Intersection Crash Data Summary ........................................................................................... 11

Table 3 - Level of Service Criteria ........................................................................................................... 21

Table 4 – Volume to Capacity Criteria .................................................................................................... 21

Table 5 - Level of Service Summary – Existing Conditions (2017) – Weekday (Signalized) ....................... 23

Table 6 - Level of Service Summary – Existing Conditions (2017) – Weekday (Unsignalized) ................... 24

Table 7 - Level of Service Summary – Existing Conditions (2017) – Saturday (Signalized) ........................ 25

Table 8 - Level of Service Summary – Existing Conditions (2017) – Saturday (Unsignalized) .................... 26

Table 9 - Level of Service Summary – Existing Conditions (2017) – Weekday Completed Construction ... 28

Table 10 - Level of Service Summary – Existing Conditions (2017) – Saturday Completed Construction .. 28

Table 11 - Level of Service Summary – Future Conditions (2027) – Weekday (Signalized) ....................... 33

Table 12 - Level of Service Summary – Future Conditions (2027) – Weekday (Unsignalized) ................... 34

Table 13 - Level of Service Summary – Future Conditions (2027) – Saturday (Signalized)........................ 35

Table 14 - Level of Service Summary – Future Conditions (2027) – Saturday (Unsignalized) ................... 36

Table 15 - Level of Service Summary – Future Conditions (2037) – Weekday (Signalized) ....................... 41

Table 16 - Level of Service Summary – Future Conditions (2037) – Weekday (Unsignalized) ................... 42

Table 17 - Level of Service Summary – Future Conditions (2037) – Saturday (Signalized)........................ 43

Table 18 - Level of Service Summary – Future Conditions (2037) – Saturday (Unsignalized) ................... 44

Table 19 – Options to be Considered as Potential Future Improvements ............................................... 51

LIST OF FIGURES Figure 1 – Location Map .......................................................................................................................... 2

Figure 2 – Existing (2017) AM Peak Hour Turning Movement Volumes .................................................. 16

Figure 3 – Existing (2017) PM Peak Hour Turning Movement Volumes................................................... 17

Figure 4 – Existing (2017) Saturday Peak Hour Turning Movement Volumes .......................................... 18

Figure 5 – Existing (2017) Peak Hour Pedestrian Volumes ...................................................................... 19

Figure 6 – Future (2027) AM Peak Hour Turning Movement Volumes .................................................... 30

Figure 7 – Future (2027) PM Peak Hour Turning Movement Volumes .................................................... 31

Figure 8 – Future (2027) Saturday Peak Hour Turning Movement Volumes ............................................ 32

Figure 9 – Future (2037) AM Peak Hour Turning Movement Volumes .................................................... 38

Figure 10 – Future (2037) PM Peak Hour Turning Movement Volumes .................................................. 39

Figure 11 – Future (2037) Saturday Peak Hour Turning Movement Volumes .......................................... 40

Figure 12 – Existing and Future AM Peak Hour Level of Service Analysis Results .................................... 47

Figure 13 – Existing and Future PM Peak Hour Level of Service Analysis Results..................................... 48

Figure 14 – Existing and Future Saturday Peak Hour Level of Service Analysis Results ............................ 49

LIST OF APPENDICES Appendix A: Crash Data

Appendix B: Traffic Volume Data

Appendix C: Intersection Capacity Analyses



1

1.0 INTRODUCTION

The Town of Danvers anticipates significant reinvestment in the downtown area over the next 20 years.

Recent studies of this area include the 2015 Downtown Parking Study, 2015 Bicycle Network Plan, 2015

MAPC Maple Street I-1 Action Plan, and the 2017 Draft Maple Street I-1 Area Smart Growth Overlay

District, referred to as the Maple Street Traditional Neighborhood District (MSTND). The MSTND is a

proposed Chapter 40R district which includes 13.94 acres of property fronting on Maple Street, Hobart

Street, Locust Street, North Putnam Street, Maple Avenue, Putnam Court, Butler Avenue and Oak Street.

The MSTND, as defined in the proposed Zoning Bylaw, is an Overlay District superimposed over the

underlying Industrial-I (I-1), Commercial-1 (C-1) and Residential-1 (R-1) Base Zoning Districts. In the

process of assembling the MSTND Zoning and Design Standards, an evaluation of existing conditions and

opportunities (Placemaking Audit) and a conceptual master plan for the targeted redevelopment area

were prepared. This analysis suggested that there is significant potential and interest in new

development and redevelopment, not only in the MSTND project area but in the Downtown Core and

surrounding neighborhoods as well.

As the Town plans for new growth and reinvestment in the downtown area, traffic operations

management is a key issue. This report identifies current traffic conditions, projected growth impacts,

and potential traffic improvements.

The downtown study area, shown in Figure 1, focuses on centrally located traffic operations in and

surrounding the downtown area. This study reviews existing operations and safety of the downtown

study area intersections, including Level of Service (LOS), delay, queuing, capacity and crash history. In

addition, two future conditions are considered and analyzed to evaluate future growth within the

downtown study area. The three analysis conditions reviewed are: Existing (2017), Future (2027) and

Future (2037). Both Future conditions will consider the impacts of background traffic growth only.

2.0 EXISTING CONDITIONS

2.1 EXISTING GEOMETRY

2.1.1 ROADWAY CORRIDORS

Maple Street west of the intersection with Poplar Street is functionally classified as an Urban Principal

Arterial and carries Route 62 through Danvers. At the intersection with Poplar Street, Maple Street

continues southbound as an Urban Minor Arterial, with Route 62 continuing east along Poplar Street.

Poplar Street is functionally classified as an Urban Principal Arterial and carries Route 62 for its entirety

from the intersection with Maple Street east to the intersection with Conant Street.

Figure 1

Location Map

700

SCALE IN FEET: 1"=350'

3500350

LEGENDSTUDY INTERSECTION

POPLAR STREET(ROUTE 62)

MAPLE

STREET

(ROUTE35)

Downtown Area TrafficManagement Report

Danvers, MA

LOC

UST

STR

EET

(RO

UTE

35)

POPLAR STREET(ROUTE 62)

MAPLESTREET

CHARTERSTREET

HOBART STREET

N PUTNAM STREET

ELMSTR

EET

CONANT STREET

HIGHSTREET

(ROUTE35)

MAPLE AVENUE

SCHOOL STREET

CHERRY STREET

MAPLE STREET

(ROUTE 62)

PICKERINGSTREET

MAPLE STREET TRADITIONALNEIGHBORHOOD DEVELOPMENTOVERLAY DISTRICT (MSTND)

COMMERCIAL I/IA ZONES



3

Locust Street is functionally classified as an Urban Minor Arterial and carries Route 35 from a point 2.5

miles north ending at the intersection with Maple Street and Hobart Street. From there Route 35

continues south via Maple Street and High Street.

Conant Street, Elm Street, High Street and Hobart Street are all functionally classified as Urban Minor

Arterials. All remaining roadways in the study area are classified as local roadways, with all roadways in

the study area under Town of Danvers jurisdiction.

2.1.2 KEY INTERSECTIONS

Ten key intersections were chosen for study as they were determined to be directly impacted by

rezoning and potential development of the Maple Street Industrial-1 Zone. These intersections are

discussed in detail as follows:

Maple Street (Route 62) at Poplar Street (Route 62)

Maple Street and Poplar Street generally run in an east-west alignment carrying Route 62 between

Route 1 and Route 128 and connecting Middleton to Beverly. The two streets form a Y-intersection

where Maple Street and Poplar Street form a continuous corridor, while Maple Street continues

southeast into Danvers Square. The Maple Street northwest approach is under STOP control and

features an island separating left and right turns on to Route 62, providing a short cut through lane prior

to its termination. Both Maple Street and Poplar Street provide a single travel lane in each direction with

sidewalks on both sides of the street. On-street parking is provided on the north side of Maple Street

approaching the intersection from the south. Pavement markings are in good condition and feature

double yellow center lines, white edge lines and a painted stop bar on the Maple Street northbound

approach. No crosswalks or wheelchair ramps are provided at the intersection.

A slight uphill grade exists for the north leg of Maple Street and a horizontal curve exists on the east leg

of Poplar Street. Maple Street is commonly used as a cut through to Danvers Square, bypassing the

intersection of Poplar Street and Locust Street. Land use adjacent to the intersection is mostly

residential with the Peterson O’Donnell Funeral Home on the north side of Route 62 comprising the only

commercial property.

Maple Street at Maple Avenue

Maple Street and Maple Avenue form a T-intersection, with Maple Avenue under STOP control

intersecting Maple Street from the west. Maple Avenue is a dead end street serving nine houses. Maple

Street and Maple Avenue provide a single travel lane in each direction with on-street parking provided

on the east side of Maple Street. Sidewalks are provided on both sides of Maple Street, with a wider

sidewalk with a grass buffer running along the east side of the street. No sidewalks are provided along

Maple Avenue. Pavement markings are in good condition on Maple Street and feature double yellow

center lines and marked parking stalls, while no pavement markings are provided on Maple Avenue. No

crosswalks or wheelchair ramps are provided at the intersection.



4

Commercial/industrial properties exist on the Maple Avenue corners of the intersection, while the

remainder of Maple Street and Maple Avenue are residential.

Maple Street at North Putnam Street

Maple Street and North Putnam Street form a T-intersection, with North Putnam Street under STOP

control intersecting Maple Street from the west. North Putnam Street is a local residential/industrial

street home to several small businesses and houses, connecting Maple Street with Hobart Street. The

driveway to a local commercial building intersects Maple Street across from North Putnam Street, acting

as a fourth leg to the intersection. Maple Street and North Putnam Street provide a single travel lane in

each direction. Sidewalks are provided on both sides of Maple Street, and pavement markings feature

double yellow center lines, white edge lines on the west side of the street, and striped cross-hatching to

delineate no parking zones on the east side. No sidewalks or pavement markings are provided along

North Putnam Street. No crosswalks or wheelchair ramps are provided at the intersection.

Land use adjacent to the intersection is a mix of residential, commercial and industrial. A parking lot

exists on the northwest corner of the intersection with entrances on both Maple Street and North

Putnam Street.

Maple Street at Hobart Street and Locust Street (Route 35)

Maple Street, Hobart Street and Locust Street form a 4-legged intersection under traffic signal control.

Maple Street comprises the north and south legs of the intersection, with Locust Street and Hobart

Street comprising the east and west legs, respectively.

Maple Street northbound provides a single travel lane in each direction with on-street parking provided

on both sides of the street. In the vicinity of the intersection, parking is prohibited to accommodate a

short right-turn lane for turns to Locust Street. A striped cross-hatch exists for the Mobil Gas Station

driveway to avoid blockage, allowing vehicles to exit.

Maple Street southbound provides a single travel lane in each direction with turns accommodated

through a shared general purpose lane at the intersection. Hobart Street carries a single approach lane

eastbound, widening to add a short right turn lane for turns to Maple Street southbound. On-street

parking is provided on both sides of Hobart Street. Locust Street intersects Maple Street at a slight skew

from the northeast and provides two travel lanes in the vicinity of the intersection, striped for a left turn

lane and a shared through/right turn lane. Pavement markings are provided on all approaches to the

intersection and are in good condition, featuring double yellow center lines, white edge lines, marked

parking stalls and a painted stop bar on all approaches.

Commercial properties exist on all corners of the intersection with the Lyons Ambulance Service on the

northeast corner, Mobil gas station on the southeast corner, Phillips 66 gas station on the southwest

corner and a parking area serving the Corner Grocery Store and Ben Franklin Tees on the northwest

corner. Sidewalks are provided along both sides of all intersecting streets. Crosswalks and cement



5

concrete wheelchair ramps with detectable warning panels are provided for all crosswalks at the

intersection. Pedestrian signals and an exclusive pedestrian phase are provided. The Danvers Bike Trail

crosses Maple Street approximately 100 feet south of the intersection; bicyclists and pedestrians must

utilize the intersection’s crosswalks to cross Maple Street.

Maple Street (Route 35) at Conant Street, Elm Street and High Street (Route 35) (Danvers Square)

Maple Street, Conant Street, Elm Street and High Street form a 4-legged intersection under traffic signal

control. Maple Street comprises the north leg, High Street the south leg, Conant Street the east leg and

Elm Street the west leg of the intersection. The intersection is commonly referred to as Danvers Square.

Maple Street in the vicinity of the intersection provides a single travel lane in each direction, widening at

the intersection to provide a left turn lane and a shared through/right turn lane. On-street parking is

provided on both sides of Maple Street, with marked parking stalls and a double yellow centerline

provided. High Street northbound also provides a single travel lane in each direction and widens at the

intersection to provide a left turn lane for turns to Elm Street. An exclusive left turn, protected phase is

provided for High Street as part of the existing signal operation. On street parking is provided on both

sides of High Street, but is prohibited on the east side of the roadway at the intersection to

accommodate the two lane approach. Pavement markings on High Street feature marked parking stalls

and a double yellow center line.

Elm Street provides a single travel lane in each direction, widening at the intersection to provide a left

turn lane for turns to Maple Street. An exclusive left turn, protected phase is provided for Elm Street as

part of the existing signal operation. On-street parking is provided on both sides of Elm Street, with

marked parking stalls and a double yellow centerline provided. Conant Street provides a single travel

lane in each direction, widening to add a short right turn lane for turns to Maple Street northbound. On-

street parking is provided on both sides of Conant Street, with the exit to a small parking lot for CVS and

other local businesses located approximately 40 feet east of the intersection. Pavement markings on

Conant Street feature marked parking stalls and a double yellow center line.

Crosswalks are provided across all approaches of the intersections and pedestrian pushbuttons are

provided for each crosswalk at the intersection. Unsignalized crosswalks are also striped across the exit

to the CVS parking lot and across Conant Street at the entrance to CVS. Cement concrete wheelchair

ramps are provided for all crosswalks at the intersection with detectable warning panels only provided

for the northwest and southwest ramps. Pedestrian signals and an exclusive pedestrian phase are

provided. In addition, no turn on red signs are posted on all approaches to the intersection. Pavement

markings are in good condition and feature painted stop bars on all approaches in addition to the

double yellow center lines.

Commercial properties surround the intersection; of note are the People’s United Bank and the Berry

Tavern on the southeast corner and the CVS Pharmacy on the northeast corner of the intersection.

Sidewalks are provided along both sides of all intersecting streets.



6

Hobart Street at North Putnam Street

Hobart Street and North Putnam Street form a T-intersection, with North Putnam Street under STOP

control intersecting Hobart Street from the north. The western driveway to the municipal parking lot

intersects Hobart Street across from North Putnam Street, acting as an offset fourth leg to the

intersection. Hobart Street and North Putnam Street provide a single travel lane in each direction.

Sidewalks are provided on both sides of Hobart Street and the east side of North Putnam Street.

Pavement markings are limited to a faded double yellow center line on Hobart Street. No pavement

markings are provided along North Putnam Street. A crosswalk and stop bar is painted across the

parking lot driveway, and wheelchair ramps with detectable warning panels are provided.

Land use adjacent to the intersection is a mix of residential and commercial. The municipal parking lot is

located opposite North Putnam Street with entrances on both Hobart Street and Charter Street. The

Eighty Eight Restaurant located on the northeast corner and the Cherry Street Fish Market is located

southwest of the intersection abutting the municipal lot.

Locust Street (Route 35) at Poplar Street (Route 62)

Locust Street and Poplar Street form a 4-legged intersection under traffic signal control. This

intersection was under construction at the beginning of the study and has since been completed. Locust

Street comprises the north and south legs and Poplar Street comprises the east and west legs of the

intersection.

Locust Street provides a single travel lane in each direction, widening at the intersection to provide a left

turn lane both northbound and southbound for turns to Poplar Street. Exclusive left turn, protected

phases are provided for these movements as part of the signal operation. No turn on red signs are

located on both Locust Street approaches to the intersection, restricting right turns on red. Poplar Street

provides two lanes in each direction. Left turns on Poplar Street are accommodated through shared

left/through lanes both eastbound and westbound.

Crosswalks are striped across all approaches of the intersections and pedestrian pushbuttons are

provided for each crosswalk at the intersection. Cement concrete wheelchair ramps with detectable

warning panels are provided at all crosswalks at the intersection. Pedestrian signals and an exclusive

pedestrian phase are provided. Pavement markings feature painted stop bars, crosswalks, double yellow

centerlines, and solid white edge lines on all approaches at the intersection.

Land use at the intersection is residential and sidewalks are provided along both sides of all intersecting

streets.



7

Maple Street (Route 35) at School Street and Cherry Street

Maple Street, School Street and Cherry Street form an offset 4-legged intersection, with School Street

and Cherry Street intersecting Maple Street approximately 75 feet apart. School Street intersects Maple

Street from the east, while Cherry Street intersects from the west, with both side streets under STOP

control.

Maple Street provides a single travel lane in each direction with on-street parking provided on both

sides of the street. School Street and Cherry Street provide a single travel lane in each direction with

parking restricted on the north side of both streets. A municipal parking lot is located on School Street

approximately 150 feet east of the intersection. Sidewalks are provided on both sides of Maple Street,

School Street and Cherry Street, with crosswalks provided across both School Street and Cherry Street. A

crosswalk is provided across Maple Street between School Street and Cherry Street. Pavement markings

feature a double yellow center line and marked parking stalls on Maple Street and a single yellow center

line on Cherry Street. Wheelchair ramps are provided at all crosswalks with detectable warning panels

only provided on the southeast corner of School Street and the southwest corner of Cherry Street.

Land use adjacent to the intersection is commercial and features many local businesses along Maple

Street, School Street and Cherry Street.

Hobart Street at Pickering Street

Hobart Street and Pickering Street form a 4-legged intersection, with Pickering Street under STOP

control. Hobart Street and Pickering Street provide a single travel lane in each direction. Sidewalks are

provided on both sides of Hobart Street and Pickering Street with the exception of the west side of

Pickering Street, north of the intersection. Pavement markings on Hobart Street are in fair condition and

feature double yellow center lines and white edge lines. Pavement markings along Pickering Street are

also in fair condition and feature double yellow center lines, stop bars and painted “STOP” markings.

Crosswalks are provided across all four legs of the intersection with non-compliant wheelchair ramps at

each corner. A flashing warning beacon is located on a mast arm at the intersection and flashes yellow

for Hobart Street and red for Pickering Street. Land use adjacent to the intersection is a primarily

residential. The Danvers YMCA is located approximately 300 feet north of the intersection on Pickering

Street.



8

2.2 TRAFFIC CONTROL


The signalized intersection of Maple Street with Hobart Street and Locust Street operates under five

phase operation: a protected Maple Street left turn phase; a phase for Maple Street through

movements with permissive left turns; an exclusive pedestrian phase actuated by pedestrian

pushbuttons; a Locust Street phase with a northbound right-turn overlap; and a Hobart Street phase.

Maple Street (Route 35) at Conant Street, Elm Street and High Street (Route 35) (Danvers Square)

The signalized intersection of Maple Street with Conant Street, Elm Street and High Street operates

under four phase operation: a protected High Street left turn phase; a phase for High Street and Maple

Street through movements with permissive left turns; an exclusive pedestrian phase actuated by

pedestrian pushbuttons; a protected Elm Street left turn phase; and a phase for Elm Street and Conant

Street through movements with permissive left turns. No turn on red signs are posted on all approaches

to the intersection.


The signalized intersection of Locust Street with Poplar Street operates under four phase operation: a

protected Locust Street northbound/southbound left turn phase; a phase for Locust Street through

movements with permissive left turns; an exclusive pedestrian phase actuated by pedestrian

pushbuttons; and a phase for Poplar Street through movements with permissive left turns. No turn on

red signs are proposed on both Locust Street approaches to the intersection.

All remaining intersections are under STOP control.

Conant Street has a speed limit of 30 MPH in the vicinity of the study intersection. Hobart Street has a

speed limit of 25 MPH for its entirety. Posted speed limits for Conant Street and Hobart Street agree

with State Special Speed Regulation #596, which legally establishes speed limits for the roadways.

Maple Street (Route 62) and Poplar Street (Route 62) have a speed limit of 35 MPH in the vicinity of the

study area. Posted speed limits for both roadways agree with State Special Speed Regulation #482-A,

which legally establishes speed limits for the roadways.

Pickering Street has a speed limit of 25 MPH in the vicinity of the study area. Posted speed limits for

both roadways agree with State Special Speed Regulation #7061, which legally establishes speed limits

for the roadways.

All remaining roadways in the study area have no regulatory speed limits established, nor is there a

posted speed limit in the vicinity of the study area.



9

2.3 TRAFFIC CRASHES

Crash data for the intersections were obtained from MassDOT Highway Division for the three most

recent years available, 2012-2014. A summary of crash rates is shown in Table 1, while a summary of

intersection crash data is shown in Table 2. Complete crash data and a crash rate worksheet are

included in the Appendix.

Crash rates were calculated for each intersection and are presented as crashes per million vehicles

(MEV) entering the intersection. The statewide crash rate for a signalized intersection is 0.77 MEV and

0.58 for unsignalized intersections. The data show a total of fifty-one (51) crashes were reported at the

ten study intersections, with most intersections averaging two crashes or less per year. Of particular

note are the intersections of Maple Street at Poplar Street and Locust Street at Poplar Street which

averaged 2.67 and 5.33 crashes over the three year study period, respectively.

Table 1 – Crash Rate Summary

Location Traffic

Control

Total

Crashes

Average

Per Year

Crash

Rate

Statewide

Average

Maple Street at Poplar Street

Unsignalized 8 2.67 0.40 0.58





Maple Street at Hobart Street/Locust Street

Signalized 5 1.67 0.30 0.77

Maple Street at Conant Street/ Elm Street/High Street

Signalized 6 2.00 0.28 0.77

Hobart Street at North Putnam Street


Locust Street at Poplar Street

Signalized 16 5.33 0.70 0.77

Maple Street at School Street


Maple Street at Cherry Street




The intersection of Maple Street and Poplar Street observed eight crashes over a period of three years

with half of the crashes being angle crashes. The intersection presents challenges with sight distance

due to both the horizontal curvature of the Poplar Street and the lack of gaps present for vehicles

turning from Maple Street northbound. The intersection of Locust Street and Poplar Street is currently

under construction and will add protected turn lanes northbound and southbound which could help the



10

high number of angle crashes that comprise half of the total crashes at the intersection presently. Added

improvements to signal and clearance times could also help reduce the higher number of rear-end

crashes that are seen at the intersection. The intersection of Maple Street with Cherry Street reported

the only crash in the downtown involving a bicyclist. Crashes involving pedestrians or bicyclists were not

reported at any of the other study intersections.

Of the ten study intersections, all but one intersection were lower than the statewide crash rate. The

intersection of Hobart Street at Pickering Street has a notably higher crash rate (0.83) than the

statewide (0.58) average crash rates for unsignalized intersections. Although only six crashes were

observed over the three year period, the lower volumes present a more significant crash rate at the

unsignalized intersection. Observations show limited sight distance for the northbound and southbound

approaches with an uphill grade also present on the southbound approach. Of the six crashes, all but

one were angle crashes, which could be attributed to the two-way stop controlled nature of the

intersection, requiring vehicles to wait for appropriate gaps with limited sight distance.



11

Table 2 – Intersection Crash Data Summary

Collision Type Accident Type Ambient Light Weather Condition

Total

Crashes Year

Rea

r En

d

An

gle

Hea

d O

n

Sid

esw

ipe

(Sa

me

Dir

ecti

on

)

Sid

esw

ipe

(O

pp

osi

te D

irec

tio

n)

Sin

gle

Veh

icle

Cra

sh

No

t R

epo

rted

Pro

per

ty D

amag

e

No

n-F

atal

Inju

ry

Fata

l In

jury

No

t R

epo

rted

Day

ligh

t

Dar

k R

oad

way

Dar

k Li

ghte

d

Ro

adw

ay

Du

sk

Cle

ar

Slee

t

Rai

n

Sno

w

Clo

ud

y

Maple Street (Route 62) @ Poplar Street (Route 62)

2012 0 1 1 0 0 0 1 2 1 0 0 3 0 0 0 3 0 0 0 0 3

2013 0 2 0 0 1 0 0 2 1 0 0 2 0 1 0 1 0 0 0 2 3

2014 0 1 0 0 1 0 0 2 0 0 0 2 0 0 0 2 0 0 0 0 2

Total 0 4 1 0 2 0 1 6 2 0 0 7 0 1 0 6 0 0 0 2 8

Maple Street @ Maple Avenue

2012 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2013 0 1 0 0 0 0 0 0 1 0 0 1 0 0 0 1 0 0 0 0 1

2014 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 1 0 0 0 0 0 0 1 0 0 1 0 0 0 1 0 0 0 0 1

Maple Street @ North Putnam Street

2012 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2013 0 1 0 0 0 0 0 1 0 0 0 1 0 0 0 1 0 0 0 0 1

2014 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 1 0 0 0 0 0 1 0 0 0 1 0 0 0 1 0 0 0 0 1



12

Table 2 – Intersection Crash Data Summary (Continued)


Total

Crashes Year

Rea

r En

d

An

gle

Hea

d O

n

Sid

esw

ipe

(Sa

me

Dir

ecti

on

)

Sid

esw

ipe

(O

pp

osi

te D

irec

tio

n)

Sin

gle

Veh

icle

Cra

sh

No

t R

epo

rted

Pro

per

ty D

amag

e

No

n-F

atal

Inju

ry

Fata

l In

jury

No

t R

epo

rted

Day

ligh

t

Dar

k R

oad

way

Dar

k Li

ghte

d

Ro

adw

ay

Du

sk

Cle

ar

Slee

t

Rai

n

Sno

w

Clo

ud

y

Maple Street @ Hobart Street and Locust Street (Route 35)

2012 0 0 0 0 1 0 0 1 0 0 0 1 0 0 0 1 0 0 0 0 1

2013 0 1 0 0 0 0 0 0 1 0 0 1 0 0 0 1 0 0 0 0 1

2014 0 2 0 1 0 0 0 2 1 0 0 2 0 1 0 2 0 1 0 0 3

Total 0 3 0 1 1 0 0 3 2 0 0 4 0 1 0 4 0 1 0 0 5

Maple Street (Route 35) @ Conant Street, Elm Street and High Street (Route 35) (Danvers Square)

2012 1 1 0 0 0 0 0 1 1 0 0 2 0 0 0 2 0 0 0 0 2

2013 1 0 0 0 0 0 0 0 1 0 0 1 0 0 0 1 0 0 0 0 1

2014 1 1 0 0 0 1 0 3 0 0 0 3 0 0 0 3 0 0 0 0 3

Total 3 2 0 0 0 1 0 4 2 0 0 6 0 0 0 6 0 0 0 0 6

Hobart Street @ North Putnam Street

2012 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2013 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2014 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0



13



Total

Crashes Year

Rea

r En

d

An

gle

Hea

d O

n

Sid

esw

ipe

(Sa

me

Dir

ecti

on

)

Sid

esw

ipe

(O

pp

osi

te D

irec

tio

n)

Sin

gle

Veh

icle

Cra

sh

No

t R

epo

rted

Pro

per

ty D

amag

e

No

n-F

atal

Inju

ry

Fata

l In

jury

No

t R

epo

rted

Day

ligh

t

Dar

k R

oad

way

Dar

k Li

ghte

d

Ro

adw

ay

Du

sk

Cle

ar

Slee

t

Rai

n

Sno

w

Clo

ud

y

Locust Street (Route 35) @ Poplar Street (Route 62)

2012 3 4 0 1 0 0 0 6 0 0 2 8 0 0 0 3 0 3 0 2 8

2013 1 3 0 0 0 0 0 2 2 0 0 4 0 0 0 4 0 0 0 0 4

2014 2 1 0 0 0 0 1 4 0 0 0 1 0 3 0 3 0 1 0 0 4

Total 6 8 0 1 0 0 1 12 2 0 2 13 0 3 0 10 0 4 0 2 16

Maple Street (Route 35) @ School Street

2012 1 1 0 1 0 0 0 1 2 0 0 2 0 0 1 0 0 1 0 2 3

2013 0 1 0 0 0 0 0 1 0 0 0 1 0 0 0 1 0 0 0 0 1

2014 0 1 0 0 1 0 0 2 0 0 0 2 0 0 0 2 0 0 0 0 2

Total 1 3 0 1 1 0 0 4 2 0 0 5 0 0 1 3 0 1 0 2 6

Maple Street (Route 35) @ Cherry Street

2012 0 1 0 0 0 0 0 1 0 0 0 1 0 0 0 1 0 0 0 0 1

2013 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

2014 0 1 0 0 0 0 0 1 0 0 0 1 0 0 0 1 0 0 0 0 1

Total 0 2 0 0 0 0 0 2 0 0 0 2 0 0 0 2 0 0 0 0 2



14



Total

Crashes Year

Rea

r En

d

An

gle

Hea

d O

n

Sid

esw

ipe

(Sa

me

Dir

ecti

on

)

Sid

esw

ipe

(O

pp

osi

te D

irec

tio

n)

Sin

gle

Veh

icle

Cra

sh

No

t R

epo

rted

Pro

per

ty D

amag

e

No

n-F

atal

Inju

ry

Fata

l In

jury

No

t R

epo

rted

Day

ligh

t

Dar

k R

oad

way

Dar

k Li

ghte

d

Ro

adw

ay

Du

sk

Cle

ar

Slee

t

Rai

n

Sno

w

Clo

ud

y

Hobart Street @ Pickering Street

2012 0 2 0 0 0 1 0 1 2 0 0 3 0 0 0 2 0 0 0 1 3

2013 0 1 0 0 0 0 0 1 0 0 0 1 0 0 0 1 0 0 0 0 1

2014 0 2 0 0 0 0 0 0 1 0 1 1 0 1 0 2 0 0 0 0 2

Total 0 5 0 0 0 1 0 2 3 0 1 5 0 1 0 5 0 0 0 1 6



15

2.4 TRAFFIC VOLUMES

Manual Turning Movement (MTM) counts were collected on Thursday, March 9th, 2017. All intersections

were counted from 7:00 AM to 9:00 AM and from 4:00 PM to 6:00 PM. Intersections were also counted

on Saturday, March 25th, 2017 from 11:00 AM to 2:00 PM. Passenger cars, heavy vehicles, pedestrians

and bicycles were counted. Based on the peak hours of the project locations, the overall peak hours for

the study were assumed to be 7:00-8:00 AM and 4:45-5:45 PM on a weekday, and 11:30-12:30 PM on

Saturday.

Once the peak hours were determined, the traffic volumes were examined to evaluate the need for

seasonal adjustment. A review of the historical traffic growth data maintained by MassDOT Highway

Division revealed that the average month traffic volume in March for urban arterials is approximately

2% higher than the average-month traffic volume. For a more conservative analysis, the data were not

adjusted. Peak hour turning movements are shown in Figure 2 through Figure 5, and full traffic volume

summaries are included in the Appendix.

2.5 OBSERVATIONS

BETA observed the study intersections for queues, delays, overall operations and driver behavior during

the AM (7:00 AM to 9:00 AM) and PM (4:00 PM to 6:00 PM) peak period on March 29th, 2017 and again

for the Saturday peak period (11:00 AM to 2:00 PM) on April 8th, 2017. Observations revealed the

following:

Overall Observations:

Protected left-turn phase is called every time for both northbound and southbound directions at

the intersection of Poplar Street and Locust Street due to the current construction project,

resulting in longer delays on the remaining approaches

Danvers Square intersection has an exclusive pedestrian phase and not the concurrent

pedestrian phase as shown on the record plan

Traffic maintains one lane both eastbound and westbound on Poplar Street even with the wider

lanes

Little to no bicycle activity was seen at the study intersections due to the time of year. More

frequent and heavier pedestrian and bicycle volumes are expected in the summer months

AM Peak Hour:

Intersections operate relatively well with periodic queuing; heaviest at the beginning of the

observation period, then taper off

Queuing on Poplar Street westbound extends back to Trask Street from Locust Street

Queuing on Poplar Street eastbound extends back to Winthrop Street from Locust Street

Conant StreetElm Street

Hig

hS

treet

Maple Street

Poplar Street

PoplarStreet

Locu

stSt

reet

Locu

st

Street

Stre

et

HobartStreet

Maple Avenue

Street

NP

utna

mP

arki

ngLo

tD

rivew

ay

Cherry Street

School Street

Map

le

Pic

kerin

gS

treet

Figure 2

Existing (2017) AM Peak HourTurning Movement Volumes

Count Date: Thursday March 9, 2017 AM Peak Hour = 7:00 - 8:00

N


Danvers, MA


Hig

hS

treet

Maple Street

Poplar Street

Locu

stSt

reet

Locu

st

Street

Stre

et

Maple Avenue

Street

NP

utna

mP

arki

ngLo

tD

rivew

ay

Cherry Street

School Street

Map

le

HobartStreet

Pic

kerin

gS

treet

PoplarStreet

Figure 3

Existing (2017) PM Peak HourTurning Movement Volumes

Count Date: Thursday March 9, 2017 PM Peak Hour = 4:45 - 5:45

N


Danvers, MA


Hig

hS

treet

Maple Street

Poplar Street

Locu

stSt

reet

Locu

st

Street

Stre

et

Maple Avenue

Street

NP

utna

mP

arki

ngLo

tD

rivew

ay

Cherry Street

School Street

Map

le

HobartStreet

Pic

kerin

gS

treet

PoplarStreet

Figure 4

Existing (2017) SAT Peak HourTurning Movement Volumes

Count Date: Saturday March 25, 2017 SAT Peak Hour = 11:30 - 12:30

N


Danvers, MA


Map

le

Poplar Street

Locu

stSt

reet

Locu

st

Street

Stre

et

Maple Avenue

Street

NP

utna

mP

arki

ngLo

tD

rivew

ay

Hig

hS

treet

Cherry Street

School Street

Map

le

Maple Street

HobartStreet

Pic

kerin

gS

treet

PoplarStreet

Figure 5

Existing (2017) Peak HourPedestrian Volumes

AM (PM) [SAT] Peak Hour Pedestrian Volumes

N


Danvers, MA



20

More significant queuing on Hobart Street and Locust Street, yet most often is cleared once

phase is called

Significant queuing southbound on Maple Street at the Danvers Square intersection

Difficult for vehicles to turn left on Maple Street heading northbound at the intersection with

Poplar Street

PM Peak Hour:

Intersections operate relatively well with periodic queuing; heaviest traffic observed from 4:45

PM to 5:15 PM

Rolling queues observed on Poplar Street westbound extends back to Conant Street from Locust

Street

Queuing on Poplar Street eastbound extends back to Winthrop Street from Locust Street

Several on-street parking maneuvers were observed along Maple Street in the vicinity of

Danvers Square, impacting operations

Significant queuing southbound on Maple Street at the Danvers Square intersection; rolling

queues observed back through the School Street intersection

Few gaps for vehicles to turn left on Maple Street heading northbound at the intersection with

Poplar Street

Saturday Peak Hour

Intersections operate with more continuous queuing; heaviest traffic observed at noontime

Queuing on Poplar Street westbound extends back to School Street from Locust Street

Queuing on Poplar Street eastbound extends half-way back to Winthrop Street from Locust

Street

Few gaps for vehicles to turn left on Maple Street heading northbound at the intersection with

Poplar Street

Heavy traffic at the Danvers Square intersection for most of the peak hour

Significant pedestrian activity along Maple Street

2.6 EXISTING LEVEL OF SERVICE ANALYSIS

Level of service (LOS) is a qualitative measure of traffic flow efficiency based on anticipated vehicle

delays. For signalized and unsignalized intersections, LOS is measured for all movements, with signalized

intersections also being measured as a whole. Many factors are taken into account in LOS analyses

including: vehicle volumes, heavy vehicle percentages, lane configurations and geometry, roadway

profile grades, the presence of on-street parking, and pedestrian activity. LOS is reported on a scale of A

through F. LOS A represents the best conditions with little or no delay; LOS F indicates that the

intersection is at or over capacity, resulting in long vehicle delays and potential queuing problems. LOS

criteria for signalized and unsignalized intersections are defined in Table 3.



21

Table 3 - Level of Service Criteria

LOS

Signalized

Delay

(Sec/Veh)

Unsignalized

Delay

(Sec/Veh) General Description

A

≤ 10

≤ 10

Free flow

B

> 10 and ≤ 20

> 10 and ≤ 15

Stable flow (slight delays)

C

> 20 and ≤ 35

> 15 and ≤ 25

Stable flow (acceptable delays)

D

> 35 and ≤ 55

> 25 and ≤ 35

Approaching unstable flow (tolerable delay)

E

> 55 and ≤ 80

> 35 and ≤ 50

Unstable flow (intolerable delay)

F

> 80

> 50

Forced flow (jammed)

In addition the Volume to Capacity Ratio (V/C) is a measure that reflects mobility and quality of travel of

a roadway or a section of a roadway. It compares roadway demand (vehicle volumes) with roadway

supply (carrying capacity). For example, a V/C of 1.00 indicates the roadway facility is operating at its

capacity. The lower the ratio, the freer flowing the traffic will be. Volume to Capacity criteria is defined

in Table 4.

Table 4 – Volume to Capacity Criteria

Volume to

Capacity

Ratio General Description

0.00 to 0.60 Free-flow conditions with unimpeded maneuverability.

0.61 to 0.70 Reasonably unimpeded operations with slightly restricted maneuverability.

0.71 to 0.80

Stable operations with somewhat more restrictions in making mid-block lane

changes than LOS B. Motorists will experience appreciable tension while driving.

0.81 to 0.90 Approaching unstable operations where small increases in volume produce

substantial increases in delay and decreases in speed

0.91 to 1.00 Operations with significant intersection approach delays and low average speeds.

> 1.00

Operations with extremely low speeds caused by intersection congestion, high

delay, and adverse signal progression



22

Queuing for the study intersections are represented by the 50th and 95th percentile queues. The 50th

percentile (or average) maximum queue is defined as the maximum back of queue on a typical cycle,

while the 95th percentile maximum queue is the maximum back of queue with 95th percentile traffic

volumes. For signalized intersections, the 50th and 95th percentile queues will be report, while for

unsignalized intersections only the 95th percentile queues will be reported. The “#” notation in the 95th

percentile queue indicates that the queue length exceeds capacity and was modeled for two complete

cycles to account for spillover between consecutive cycles.

In order to evaluate the existing traffic conditions at the study intersections, a traffic capacity analysis

was performed. The intersections were analyzed to determine the LOS for the AM, PM and Saturday

peak hours, using the methods outlined in the 2000 Highway Capacity Manual (HCM) by means of the

Synchro 8 software. LOS analyses results are summarized in Table 5 through Table 8. The capacity

analyses worksheets are included in the Appendix.



23

Table 5 - Level of Service Summary – Existing Conditions (2017) – Weekday (Signalized)

INTERSECTION

AM Peak Hour PM Peak Hour

LOS Delay* v/c 50th %

Queue

95th %

Queue LOS Delay* v/c

50th %

Queue

95th %

Queue

Maple Street (Route 35) at Hobart Street and Locust Street (Route 35)

Hobart Street EB LT D 42.3 0.63 79’ 179’ D 50.5 0.72 102’ 214’

Hobart Street EB R D 35.5 0.07 0 39 D 38.2 0.06 0 22

Locust Street WB L C 23.4 0.32 73 199 C 27.2 0.27 61 155

Locust Street WB TR C 22.0 0.17 37 113 C 26.7 0.21 48 129

Maple Street NB LT D 35.7 0.73 115 #320 D 50.0 0.86 155 #438

Maple Street NB R C 29.9 0.68 155 #459 D 45.2 0.83 201 #515

Maple Street SB LTR C 27.6 0.52 124 297 C 26.2 0.46 132 305

Overall C 30.8 D 39.4

Maple Street (Route 35) at Conant Street, Elm Street and High Street (Route 35)

Elm Street EB L C 23.8 0.39 26’ 85’ C 27.6 0.46 44’ 133’

Elm Street EB TR C 22.3 0.44 94 236 C 25.0 0.47 125 325

Conant Street WB LT E 69.7 0.96 163 #510 D 37.4 0.69 155 #378

Conant Street WB R C 26.7 0.24 37 114 C 27.2 0.15 28 84

High Street NB L B 16.9 0.21 12 53 C 25.7 0.49 28 96

High Street NB TR B 18.5 0.60 153 457 C 27.4 0.65 185 488

Maple Street SB L B 19.3 0.24 19 74 C 26.0 0.13 9 42

Maple Street SB TR C 26.2 0.69 179 474 D 40.5 0.80 215 #576

Overall C 30.9 C 31.8


Poplar Street EB LTR E 79.9 1.02 404’ #618’ D 38.1 0.78 370’ 520’

Poplar Street WB LTR D 44.1 0.82 301 #472 C 32.3 0.65 292 413

Locust Street NB L D 43.8 0.73 88 #162 D 53.1 0.74 103 #184

Locust Street NB TR D 42.8 0.63 161 251 E 69.3 0.87 246 #411

Locust Street SB L C 28.7 0.37 53 95 D 37.4 0.36 43 80

Locust Street SB TR D 54.5 0.82 214 #365 E 61.4 0.80 215 #352

Overall D 54.9 D 47.0

* Delay is expressed in seconds per vehicle

# - 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after 2 cycles.



24

Table 6 - Level of Service Summary – Existing Conditions (2017) – Weekday (Unsignalized)

INTERSECTION




95th %

Queue


Maple Street EB TR A 0.0 0.51 0’ A 0.0 0.50 0’

Poplar Street WB LT A 0.0 0.48 0 A 0.0 0.40 0

Maple Street NB LR F ** 1.80 335 F ** 1.52 343


Maple Avenue EB LR B 10.1 0.02 1’ B 10.8 0.02 2’

Maple Street NB LT A 0.2 0.00 0 A 0.4 0.01 0

Maple Street SB TR A 0.0 0.17 0 A 0.0 0.18 0


N Putnam Street EB LR B 10.1 0.02 1’ B 10.8 0.04 3’



Hobart Street at North Putnam Street and Parking Lot Driveway

Hobart Street EB LTR A 0.1 0.00 0’ A 0.2 0.00 0’

Hobart Street WB LTR A 0.0 0.00 0 A 0.1 0.00 0

Driveway NB LTR B 13.5 0.01 1 B 11.9 0.03 2

N Putnam Street SB LTR B 10.4 0.05 4 B 11.8 0.05 4


School Street WB LR C 17.6 0.23 22’ C 18.0 0.31 32’

Maple Street NB TR A 0.0 0.35 0 A 0.0 0.37 0

Maple Street SB LT A 1.4 0.05 4 A 1.1 0.04 3


Cherry Street EB LR C 16.2 0.22 20’ C 17.3 0.23 21’






Pickering Street NB LTR C 15.5 0.23 22 C 18.6 0.30 31

Pickering Street SB LTR C 19.4 0.43 52 C 20.5 0.39 45

*Delay is expressed in seconds per vehicle

** Delay is greater than 300 seconds.

# 95th percentile queue exceeds capacity, queue may be longer



25

Table 7 - Level of Service Summary – Existing Conditions (2017) – Saturday (Signalized)

INTERSECTION

Saturday Peak Hour


Queue

95th %

Queue


Hobart Street EB LT C 33.9 0.60 85’ 202’

Hobart Street EB R C 28.9 0.06 0 17

Locust Street WB L C 28.7 0.50 85 211

Locust Street WB TR C 27.3 0.32 54 145

Maple Street NB LT C 23.5 0.59 86 #297

Maple Street NB R C 33.8 0.68 102 252

Maple Street SB LTR C 20.8 0.42 90 279

Overall C 27.6


Elm Street EB L C 27.8 0.43 38’ 117’

Elm Street EB TR C 25.3 0.39 91 245

Conant Street WB LT D 41.2 0.74 148 #406

Conant Street WB R C 29.1 0.18 33 101

High Street NB L C 23.9 0.44 27 91

High Street NB TR C 21.9 0.45 121 329

Maple Street SB L C 24.0 0.12 15 58

Maple Street SB TR D 38.1 0.79 229 #620

Overall C 31.4


Poplar Street EB LTR D 53.1 0.90 312’ #509’

Poplar Street WB LTR D 43.6 0.81 275 #438

Locust Street NB L C 27.3 0.26 33 65

Locust Street NB TR D 45.9 0.70 180 277

Locust Street SB L C 25.3 0.12 16 37

Locust Street SB TR D 47.3 0.73 192 #298

Overall D 46.4


# - 95th percentile volume exceeds capacity, queue may be longer.

Queue shown is maximum after 2 cycles.



26

Table 8 - Level of Service Summary – Existing Conditions (2017) – Saturday (Unsignalized)

INTERSECTION

Saturday Peak Hour


Queue


Maple Street EB TR A 0.0 0.43 0’

Poplar Street WB LT A 0.0 0.30 0

Maple Street NB LR F 56.7 0.72 119


Maple Avenue EB LR B 10.0 0.02 1’

Maple Street NB LT A 0.3 0.00 0

Maple Street SB TR A 0.0 0.16 0


N Putnam Street EB LR B 10.3 0.03 3’




Hobart Street EB LTR A 0.1 0.00 0’

Hobart Street WB LTR A 0.2 0.00 0

Driveway NB LTR B 10.8 0.03 2

N Putnam Street SB LTR B 12.2 0.02 2


School Street WB LR C 16.3 0.33 35’

Maple Street NB TR A 0.0 0.25 0

Maple Street SB LT A 1.1 0.04 3


Cherry Street EB LR B 14.9 0.23 23’






Pickering Street NB LTR C 15.3 0.19 17

Pickering Street SB LTR C 15.5 0.20 19





27

As can be seen in the summary tables, deficiencies are seen during the Existing conditions and are

summarized below:


Maple Street northbound shared left/through lane 95th percentile queue exceeds capacity in all

three peak hours (AM, PM and Saturday)

Maple Street northbound right-turn 95th percentile queue exceeds capacity in both the AM and

PM peak hours


Conant Street westbound shared left/through lane operates at LOS E in the AM peak hour

Conant Street westbound shared left/through lane 95th percentile queue exceeds capacity in all

three peak hours (AM, PM and Saturday)

Maple Street southbound shared through/right lane 95th percentile queue exceeds capacity in

both the PM and Saturday peak hours


Poplar Street eastbound operates at LOS E in the AM peak hour

Locust Street northbound shared through/right lane operates at LOS E in the PM peak hour

Locust Street southbound shared through/right lane operates at LOS E in the PM peak hour

Poplar Street eastbound has a volume to capacity ratio over 1.00 in the AM peak hour

Poplar Street eastbound 95th percentile queue exceeds capacity in both the AM and Saturday

peak hours

Poplar Street westbound 95th percentile queue exceeds capacity in both the AM and Saturday

peak hours

Locust Street northbound left-turn lane 95th percentile queue exceeds capacity in both the AM

and PM peak hours

Locust Street northbound shared through/right lane 95th percentile queue exceeds capacity in

the PM peak hour

Locust Street southbound shared through/right lane 95th percentile queue exceeds capacity in

all three peak hours (AM, PM and Saturday)


Maple Street northbound operates at LOS F in all three peak hours (AM, PM and Saturday)

Maple Street northbound has a volume to capacity ratio over 1.00 in both the AM and PM peak hours

Maple Street northbound has significant 95th percentile queues in both the AM and PM peak hours



28

In addition to the results from the Existing (2017) analysis, the intersection of Locust Street (Route 35)

and Poplar Street (Route 62) was analyzed using existing volumes for the completed construction of the

intersection. These results are shown in Table 9 and Table 10.

Table 9 - Level of Service Summary – Existing Conditions (2017) – Weekday Completed Construction

INTERSECTION



Queue

95th %


50th %

Queue

95th %

Queue


Poplar Street EB LTR C 24.0 0.68 87’ 238’ B 18.5 0.63 80’ 154’

Poplar Street WB LTR C 21.7 0.56 73 203 B 17.0 0.52 65 128

Locust Street NB L B 11.7 0.45 31 137 A 8.3 0.35 27 71

Locust Street NB TR B 17.6 0.46 74 245 B 14.8 0.53 87 196

Locust Street SB L B 13.4 0.25 19 89 B 10.7 0.17 11 35

Locust Street SB TR C 23.5 0.68 105 326 B 17.3 0.57 82 181

Overall C 20.6 B 16.1


Table 10 - Level of Service Summary – Existing Conditions (2017) – Saturday Completed Construction

INTERSECTION

Saturday Peak Hour


Queue

95th %

Queue


Poplar Street EB LTR B 16.8 0.59 62’ 127’

Poplar Street WB LTR B 16.1 0.54 55 115

Locust Street NB L A 7.3 0.16 10 32

Locust Street NB TR B 11.4 0.43 44 161

Locust Street SB L B 10.1 0.09 5 19

Locust Street SB TR B 13.9 0.52 76 173

Overall B 14.5




29


Poplar Street eastbound improves from LOS E to LOS C in the AM peak hour

Locust Street northbound shared through/right lane improves from LOS E to LOS B in the PM

peak hour

Locust Street southbound shared through/right lane improves from LOS E to LOS B in the PM

peak hour

All 95th percentile queues are served by the available capacity in all three peak hours (AM, PM

and Saturday)

Significant improvements will be seen to all approaches at the intersection upon completion of construction.

3.0 FUTURE CONDITIONS

3.1 FUTURE TRAFFIC VOLUMES

To evaluate the future impacts of any potential improvements, a future design year was chosen.

Typically traffic studies are generally forecast seven years ahead. For this study, it was decided to use

both a 10 year projection to 2027 and a 20 year projection to 2037.

Based on the context of the study area (i.e., a well-developed area with limited additional growth

potential), it would appear that little to moderate growth in traffic volumes is anticipated in the future.

A 1.0% per year growth rate was applied to existing traffic data, resulting in an approximate 10.5%

increase when projected to 2027 and a 22.0% increase when projected to 2037.

3.2 FUTURE (2027) LEVEL OF SERVICE ANALYSIS

To examine the Future (2027) scenario, a level of service analysis was performed for the project

intersections with projected (2027) volumes, shown in Figure 6 to Figure 8, under existing geometry and

traffic control. The criteria used for the analysis are the same as in the existing conditions. A summary of

the analysis results are shown in Table 11 to Table 14. The complete capacity analysis is provided in the

Appendix.


Hig

hS

treet

Maple Street

Poplar Street

PoplarStreet

Locu

stSt

reet

Locu

st

Street

Stre

et

HobartStreet

Maple Avenue

Street

NP

utna

mP

arki

ngLo

tD

rivew

ay

Cherry Street

School Street

Map

le

Pic

kerin

gS

treet

Figure 6

Future (2027) AM Peak HourTurning Movement Volumes

AM Peak Hour = 7:00 - 8:00

N


Danvers, MA


Hig

hS

treet

Maple Street

Poplar Street

Locu

stSt

reet

Locu

st

Street

Stre

et

Maple Avenue

Street

NP

utna

mP

arki

ngLo

tD

rivew

ay

Cherry Street

School Street

Map

le

HobartStreet

Pic

kerin

gS

treet

PoplarStreet

Figure 7

Future (2027) PM Peak HourTurning Movement Volumes

PM Peak Hour = 4:45 - 5:45

N


Danvers, MA


Hig

hS

treet

Maple Street

Poplar Street

Locu

stSt

reet

Locu

st

Street

Stre

et

Maple Avenue

Street

NP

utna

mP

arki

ngLo

tD

rivew

ay

Cherry Street

School Street

Map

le

HobartStreet

Pic

kerin

gS

treet

PoplarStreet

Figure 8

Future (2027) SAT Peak HourTurning Movement Volumes

SAT Peak Hour = 11:30 - 12:30

N


Danvers, MA



33

Table 11 - Level of Service Summary – Future Conditions (2027) – Weekday (Signalized)

INTERSECTION



Queue

95th %


50th %

Queue

95th %

Queue


Hobart Street EB LT D 47.1 0.69 95’ 195’ D 51.6 0.74 114’ 237’




Maple Street NB LT D 37.9 0.76 135 #382 F 90.6 1.02 193 #515

Maple Street NB R D 39.5 0.80 198 #525 E 63.8 0.94 237 #587


Overall C 34.6 D 52.7


Elm Street EB L C 27.9 0.55 32’ #105’ C 34.2 0.60 49’ #169’


Conant Street WB LT F 122.4 1.13 225 #574 D 48.3 0.82 178 #448


High Street NB L B 17.0 0.25 13 57 C 28.7 0.59 31 #130

High Street NB TR B 18.8 0.64 176 522 C 28.1 0.69 212 #585


Maple Street SB TR C 26.6 0.72 205 539 D 42.2 0.83 247 #667

Overall D 41.3 D 35.3


Poplar Street EB LTR C 25.4 0.71 114’ 267’ B 19.9 0.66 98’ 188’


Locust Street NB L B 14.4 0.54 40 #157 A 9.3 0.41 34 85

Locust Street NB TR C 20.9 0.54 94 272 B 16.3 0.57 106 232


Locust Street SB TR C 28.5 0.76 136 #397 B 19.3 0.61 101 212






34

Table 12 - Level of Service Summary – Future Conditions (2027) – Weekday (Unsignalized)

INTERSECTION




95th %

Queue




Maple Street NB LR F ** 2.53 430 F ** 2.04 456












Driveway NB LTR B 14.3 0.01 1 B 12.2 0.03 3



School Street WB LR C 20.6 0.29 30’ C 21.2 0.38 44’










Pickering Street NB LTR C 17.4 0.28 29 C 21.9 0.37 42

Pickering Street SB LTR C 23.6 0.52 71 D 25.1 0.48 61






35

Table 13 - Level of Service Summary – Future Conditions (2027) – Saturday (Signalized)

INTERSECTION

Saturday Peak Hour


Queue

95th %

Queue


Hobart Street EB LT D 39.0 0.66 105’ 224’




Maple Street NB LT C 27.8 0.67 115 #369

Maple Street NB R D 39.3 0.73 123 278


Overall C 31.2


Elm Street EB L C 29.9 0.50 42’ 128’

Elm Street EB TR C 25.8 0.41 102 270

Conant Street WB LT D 44.2 0.78 168 #471


High Street NB L C 30.9 0.62 30 #131



Maple Street SB TR D 47.3 0.88 264 #715

Overall D 35.5


Poplar Street EB LTR B 17.1 0.61 75’ 152’

Poplar Street WB LTR B 16.4 0.55 67 137





Overall B 15.5






36

Table 14 - Level of Service Summary – Future Conditions (2027) – Saturday (Unsignalized)

INTERSECTION

Saturday Peak Hour


Queue























Cherry Street EB LR C 16.6 0.29 29’












37

As can be seen in the summary above, Future (2027) conditions result in additional deficiencies when

compared to the Existing (2017) conditions and are summarized below:


Maple Street northbound shared left/through lane degrades from LOS D to LOS F in the PM peak hour

Maple Street northbound right-turn lane degrades from LOS D to LOS E in the PM peak hour

Maple Street northbound shared left/through lane has a volume to capacity ratio over 1.00 in the PM peak hour


Conant Street westbound shared left/through lane degrades from LOS E to LOS F in the AM peak hour

Elm Street eastbound left-turn lane 95th percentile queue exceeds capacity in both the AM and PM peak hours

High Street northbound left-turn lane 95th percentile queue exceeds capacity in both the PM and Saturday peak hours

High Street northbound through/right lane 95th percentile queue exceeds capacity in the PM peak hour


Locust Street northbound left-turn lane 95th percentile queue exceeds capacity in the AM peak hour

Locust Street southbound shared through/right lane 95th percentile queue exceeds capacity in the AM peak hour


Maple Street northbound volume to capacity ratio increases to over 2.00 in both the AM and PM peak hours

Maple Street northbound 95th percentile queue increases from 335 feet to 430 feet in the AM peak hour

Maple Street northbound 95th percentile queue increases from 343 feet to 456 feet in the PM peak hour

Maple Street northbound 95th percentile queue increases from 119 feet to 190 feet in the Saturday peak hour

3.3 FUTURE (2037) LEVEL OF SERVICE ANALYSIS

To examine the Future (2037) scenario, a level of service analysis was performed for the project

intersections with projected (2037) volumes, shown in Figure 9 to Figure 11, under existing geometry

and traffic control. The criteria used for the analysis are the same as in the existing conditions. A

summary of the analysis results are shown in Table 15 to Table 18. The complete capacity analysis is

provided in the Appendix.


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Figure 9

Future (2037) AM Peak HourTurning Movement Volumes

AM Peak Hour = 7:00 - 8:00

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Danvers, MA


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Figure 10

Future (2037) PM Peak HourTurning Movement Volumes

PM Peak Hour = 4:45 - 5:45

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Danvers, MA


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Figure 11

Future (2037) SAT Peak HourTurning Movement Volumes

SAT Peak Hour = 11:30 - 12:30

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41

Table 15 - Level of Service Summary – Future Conditions (2037) – Weekday (Signalized)

INTERSECTION



Queue

95th %


50th %

Queue

95th %

Queue


Hobart Street EB LT D 50.8 0.73 107’ 215’ D 50.5 0.74 127’ #282’




Maple Street NB LT D 46.5 0.84 165 #457 F 173.4 1.25 272 #592

Maple Street NB R E 62.8 0.94 232 #595 F 97.4 1.06 284 #668


Overall D 42.8 E 78.0


Elm Street EB L D 37.1 0.66 41’ #124’ D 46.8 0.76 55’ #222’


Conant Street WB LT F 291.8 1.53 338 #669 F 134.2 1.15 224 #578


High Street NB L B 16.9 0.28 15 62 E 60.5 0.83 35 #182

High Street NB TR B 19.0 0.67 204 602 C 31.1 0.76 244 #686


Maple Street SB TR C 26.6 0.74 236 #654 D 52.7 0.92 283 #764

Overall E 73.5 E 55.6


Poplar Street EB LTR C 28.1 0.75 148’ #324’ C 21.6 0.68 125’ 222’


Locust Street NB L B 19.3 0.66 59 #205 B 10.9 0.48 46 108

Locust Street NB TR C 23.3 0.57 128 303 B 18.8 0.61 140 288


Locust Street SB TR D 35.1 0.81 184 #462 C 22.1 0.65 133 258






42

Table 16 - Level of Service Summary – Future Conditions (2037) – Weekday (Unsignalized)

INTERSECTION




95th %

Queue




Maple Street NB LR F ** 4.34 >1000 F ** 3.27 >1000












Driveway NB LTR C 15.4 0.01 1 B 13.3 0.04 3



School Street WB LR D 25.7 0.38 42’ D 26.5 0.48 61’










Pickering Street NB LTR C 20.3 0.35 39 D 28.3 0.48 61

Pickering Street SB LTR D 32.1 0.64 106 D 34.0 0.60 91






43

Table 17 - Level of Service Summary – Future Conditions (2037) – Saturday (Signalized)

INTERSECTION

Saturday Peak Hour


Queue

95th %

Queue


Hobart Street EB LT D 43.5 0.70 124’ #257’




Maple Street NB LT D 40.0 0.81 155 #444

Maple Street NB R D 44.5 0.77 145 #331


Overall D 36.1


Elm Street EB L D 35.4 0.63 47’ #170’

Elm Street EB TR C 26.3 0.46 114 300

Conant Street WB LT E 63.8 0.92 196 #559


High Street NB L D 49.3 0.78 33 #166



Maple Street SB TR E 63.2 0.97 304 #818

Overall D 45.1


Poplar Street EB LT B 18.0 0.62 96’ 180’

Poplar Street WB LT B 17.2 0.56 85 162





Overall B 16.9






44

Table 18 - Level of Service Summary – Future Conditions (2037) – Saturday (Unsignalized)

INTERSECTION

Saturday Peak Hour


Queue























Cherry Street EB LR C 19.1 0.35 38’












45

As can be seen in the summary tables, Future (2037) conditions result in additional deficiencies when

compared to the Future (2027) conditions and are summarized below:


Overall intersection degrades from LOS D to LOS E in the PM peak hour

Maple Street northbound right-turn lane degrades from LOS D to LOS E in the AM peak hour

Maple Street northbound right-turn lane degrades from LOS E to LOS F in the PM peak hour

Maple Street northbound right-turn lane has a volume to capacity ratio over 1.00 in the PM

peak hour

Hobart Street eastbound shared left/through lane 95th percentile queue exceeds capacity in

both the PM and Saturday peak hours


Overall intersection degrades from LOS D to LOS E in both the AM and PM peak hours

Conant Street westbound shared left/through lane degrades from LOS D to LOS F in the PM peak hour

Conant Street westbound shared left/through lane degrades from LOS D to LOS E in the Saturday peak hour

High Street northbound left-turn lane degrades from LOS C to LOS E in the PM peak hour

Maple Street southbound shared through/right lane degrades from LOS D to LOS E in the Saturday peak hour

Conant Street westbound left-turn lane has a volume to capacity ratio over 1.00 in the PM peak hour

Elm Street eastbound left-turn lane 95th percentile queue exceeds capacity in the Saturday peak hour

Maple Street southbound through/right lane 95th percentile queue exceeds capacity in the AM peak hour


Locust Street eastbound 95th percentile queue exceeds capacity in the AM peak hour Maple Street (Route 62) at Poplar Street (Route 62)

Maple Street northbound volume to capacity ratio increases to over 4.00 in the AM peak hour

Maple Street northbound volume to capacity ratio increases to over 3.00 in the PM peak hour

Maple Street northbound 95th percentile queue increases from 430 feet to over 1000 feet in the

AM peak hour

Maple Street northbound 95th percentile queue increases from 456 feet to over 1000 feet in the

PM peak hour

Maple Street northbound 95th percentile queue increases from 190 feet to 300 feet in the

Saturday peak hour



46

In addition, Figure 12 to Figure 14 has been provided to graphically depict the change in Level of Service

at each of the intersections over the 20 year horizon. For signalized intersections, the overall

intersection Level of Service is shown, while for unsignalized intersections, the lowest performing

approach Level of Service is shown.


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Figure 12

Existing and FutureAM Peak Hour

Level of Service Analysis Results

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Danvers, MA

1: Existing (2017) LOS for AM Peak2: Future (2027) LOS for AM Peak3: Future (2037) LOS for AM Peak

LEGEND1 2 3


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Figure 13

Existing and FuturePM Peak Hour


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1: Existing (2017) LOS for PM Peak2: Future (2027) LOS for PM Peak3: Future (2037) LOS for PM Peak

LEGEND1 2 3


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C D D

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C C CC C D

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Figure 14

Existing and FutureSaturday Peak Hour


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1: Existing (2017) LOS for Saturday Peak2: Future (2027) LOS for Saturday Peak3: Future (2037) LOS for Saturday Peak

LEGEND1 2 3



50

4.0 CONCLUSIONS

As can be seen within this traffic study and the formulated results tables, some study area intersections

have existing deficiencies that will be affected by future traffic growth alone. When considering the

projected downtown area growth rate of 1% over the next 20 years, added traffic from future

developments will further influence intersection operations. While necessary improvements have been

completed recently at the intersection of Poplar Street (Route 62) and Locust Street (Route 35), the

need for improvements to other downtown area intersections will be necessary as growth occurs in the

future.

Of the ten intersections studied, three intersections of primary concern were noted below:




Each of these intersections show movements with increased delays, more significant queuing and some

capacity issues dealing with increased traffic and demand that will necessitate future improvements as a

result of traffic growth alone.

Overall, the remaining seven intersections show favorable Level of Service, delay and queuing.

Improvements to these intersections may be needed depending on future development needs and

traffic patterns.

4.1 OPTIONS TO BE CONSIDERED AS POTENTIAL FUTURE IMPROVEMENTS

Future improvements to these intersections should be focused on mitigating the deficiencies listed for

each of the three scenarios (Existing 2017, Future 2027, Future 2037) stated within this report. Such

improvements to consider may include, but are not limited to:

Signalization or roundabout design of unsignalized intersections

Traffic signal retiming

Addition of advanced or protected signal phasing

Institution of one-way traffic patterns

Intersection reconfiguration/realignment

Evaluating lane designation and the need for added turn lanes

Signal coordination

These potential improvements are summarized in Table 19 by intersection and applicable improvement

option.



51

Table 19 – Options to be Considered as Potential Future Improvements

Potential Improvement

Maple St/

Poplar St

Maple St/Conant St/

High St/Elm St

Maple St/Hobart St/

Locust St Signalization/Roundabout Design X Traffic Signal Retiming X X Advanced/Protected Phasing X Institution of one-way X Intersection reconfiguration/realignment X Lane designation/Added turn lanes X X Signal Coordination X X

In addition to potential future improvements at these three intersections, other transportation

enhancements and socio-economic trends could be seen, each enhancing the overall traffic operations

in the downtown. These improvements and trends may be applied throughout the downtown district or

on a roadway/intersection specific basis, where necessitated. While they range from shorter term, low

cost improvements to longer term, high cost improvements, and the implementation of each would

have future benefits.

Future traffic mitigation improvements that may enhance downtown operations over the next 20 years

include the following:

Improved access to Route 128 at High Street (Exit 23) and Poplar Street (Exit 22)

Improvement and expansion of the downtown area sidewalk network

Extension of the Rail-Trail to Danvers neighborhoods and other regional trails to provide better

commuting opportunity to downtown Danvers

The installation of bicycle lanes to the downtown core from Danvers neighborhoods

Improved MBTA bus service

Wayfinding signage to direct drivers to public parking lots at the edge of downtown core

Other traffic mitigation factors and trends that may positively influence downtown over the next 20

years include the following:

Growing demand by young professional and empty nesters for living in downtown areas as an

alternative to large lot single-family subdivisions that depend on cars for personal mobility

Downtown area mixed use development providing an opportunity for residents to live, work,

shop, and play without the need for an automobile

Growing work from home programs (full or part-time) and home-based businesses

Car sharing services such as Zip Car

Ride sharing services such as Uber and Lyft

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